Speed & Sport :: A65 Polished aluminum alloy fenders have a rolled bead at one end. They are undrilled, and normally require trimming for length and component clearance. Very nice fenders with a huge range of applications. Four sizes available (see drop-down menu). Sold individually. Alloy Fenders - $90.00 Polished aluminum alloy fenders have a rolled bead at one end. They are undrilled, and normally require trimming for length and component clearance. Very nice fenders with a huge range of applications. Four sizes available (see drop-down menu). Sold individually. Motorcycle Model A10, A65, Alpina, Anglian, Any, B25, B40, B44, B50, C15, Challenger, Cota, G85, Gold Star, Griffon, Hawkstone/MCS, HT5, M.A.R., Matador, Scottish, Sherpa T, T100, T120, T140, Tiger Cub, TR6 Motorcycle Manufacturer Brake Shoes - $16.00 New OEM-type brake shoes. The shoe manufacturer will vary depending on your application and current availability.

There are hundreds of different brake shoes available; please call if you don't see what you need. The item you receive may differ from the image. Brake Shoes - $16.00 New OEM-type brake shoes. The shoe manufacturer will vary depending on your application and current availability. There are hundreds of different brake shoes available; please call if you don't see what you need. The item you receive may differ from the image. Motorcycle Model A10, A50, A65, Any, B25, B44, Gold Star, M.A.R., Metisse, Micro Metisse, MkIII, MkIV, Pursang, RL250, Sherpa T, Tiger Cub, TL125, TL250, TLR200/Reflex, TM125, TY175, TY250, TY80 Motorcycle Manufacturer BSA Swingarm Bushing - $49.00 Silentbloc swingarm bushing set for BSA A & B models. Your choice of 5/8" i.d. for solid-spindle models (OE #42-4115), or with 13/16" i.d.

for frames with a hollow swingarm spindle (OE #42-4362). The inner sleeves can be shortened to suit unit-single swingarms. Sold as a pair. BSA Swingarm Bushing - $49.00 Silentbloc swingarm bushing set for BSA A & B models. Your choice of 5/8" i.d. for solid-spindle models (OE #42-4115), or with 13/16" i.d. for frames with a hollow swingarm spindle (OE #42-4362). The inner sleeves can be shortened to suit unit-single swingarms. Sold as a pair. Motorcycle Model Carburetor, Amal Concentric - $178.00 A brand-new Amal Concentric is key in making your British or Spanish bike run nicely. They carburete beautifully, fit properly in the space they were designed to fit, and look the part -- what more could you want? In-stock models are listed below, many other options are available on short-order. All can be jetted for your application at no extra charge.

Carburetor, Amal Concentric - $178.00 A brand-new Amal Concentric is key in making your British or Spanish bike run nicely. They carburete beautifully, fit properly in the space they were designed to fit, and look the part -- what more could you want? In-stock models are listed below, many other options are available on short-order. All can be jetted for your application at no extra charge. Motorcycle Model #18, #42, #48, #68, A10, A50, A65, Alpina, Anglian, Any, B25, B40, B44, B50, C15, Challenger, Cota, G85, Gold Star, Griffon, Hawkstone/MCS, HT5, M.A.R., Matador, Metisse, MkIII, Pursang, Q.U.B., Scottish, Sherpa T, Stiletto, Stormer, T100, T120, T140, Tiger Cub Motorcycle Manufacturer Carburetor, Amal Concentric Premier - $195.00 An Amal Concentric taken one step further.

Hard-anodized slide, improved pilot circuit, adjustable float, Viton float needle and more combine to make this the best-performing Concentric ever. In-stock models are listed below, many other options are available on short-order. All can be jetted for your application at no extra charge. Carburetor, Amal Concentric Premier - $195.00 An Amal Concentric taken one step further. Hard-anodized slide, improved pilot circuit, adjustable float, Viton float needle and more combine to make this the best-performing Concentric ever. In-stock models are listed below, many other options are available on short-order. All can be jetted for your application at no extra charge. Motorcycle Model A10, A50, A65, Any, B25, B40, B44, B50, C15, G85, Gold Star, HT5, Metisse, MkIII, T100, T120, T140, Tiger Cub, TR6 Motorcycle Manufacturer BSA Motorcycles BSA Motorcycles BSA MOTORCYCLES RULE THE WORLD!

From the mid-1930's through the early 1960's, BSA was the world's largest producer of motorcycles. But their motorcycle division was just one small corner of the gigantic BSA financial empire at that time. In fact, BSA was one of the largest companies in the world for many years. At the opening of the 1960s, they were successful, well-respected, flushed with cash, and poised for greatness. Instead, they stumbled their way into receivership and obscurity. A true pity. ABOVE: BSA Motorcycles seminal model: This one is a 1954 BSA Gold Star. BSA IS NUMBER ONE As the 1950s came to a close, BSA Motorcycles was on top of the world. The BSA Gold Star was a mega hit, on the track & in showrooms, and the BSA A7 (500 twin) and A10 (650 twin) non-unit twins were solid sellers with a great reputation.

BSA also owned Triumph , Ariel , Sunbeam & New Hudson, and this was just a small part of the BSA empire, which also included cars, buses, steel, heavy construction equipment, agricultural & industrial powerplants, machine tools, weapons, ammunition, military equipment, bicycles & more. They were a bona fide industrial giant, capable of accomplishing almost anything & in far better financial shape than just about anyone else in the motorcycle business. By 1970, the once-mighty BSA was broke & irrelevant as a motorcycle company. Even Triumph, the jewel in BSA's crown, already on death's door, was taken over by its workers in their failed attempt at independence. How the mighty fall. ABOVE: The unit-construction equivalent of the pre-unit Gold Star , this 1966 441 Victor is actually a high-performance GP model. IT'S ALL ABOUT THE MOTORCYCLES Our emphasis here, however, is on the wonderful motorcycles that BSA Motorcycles did produce, despite all the politics & bad management.

Great names like the BSA Gold Star , the A7 and A10 , 441 Victor, the unit-construction A65 , and the radical 3-cylinder Rocket 3 were awesome machines in their day. Despite this, its impossible not to notice or to comment on the strange way BSA Motorcycles had of doing things, which usually came down to "too little too late" more than anything else, plus a good dose of arrogance & inept management. SWORDS TO PLOWSHARES BSA, or Birmingham Small Arms, started out as a loose alliance of craftsmen in the Coventry area who teamed up to produce rifles for the English Army during the Crimean War (1854-56) in the days when firearms were painstakingly handcrafted by artisans. They soon realized that 2 things would be needed for their survival: Modern production techniques & a broader product line. By 1884 they were building bicycles, a new thing at the time, and all the rage. From there they naturally graduated up to motorized bicycles then true motorcycles by 1905. EARLY EXPANSION They expanded the product line & refined their methods.

This was a time when most motorcycle manufacturers were practically 'cottage industries' that relied on parts brought in from elsewhere (ie: engines, gearboxes, etc.), but BSA by this time was already so big that it was making virtually everything for its bikes in-house. WAR IS GOOD FOR BUSINESS World War I was good for BSA Motorcycles. Not only did they sell lots of motorcycles to the British Army & others, but by war's end, they were producing 10,000 Lee-Enfield .303 rifles PER WEEK! They also built 145,000 Lewis Guns (early machine guns) & much more. After the war, the work of building BSA motorcycles continued at a rapid pace. BSA quickly built a reputation for building reliable, rugged workhorse motorcycles, not necessarily the fastest. POST WAR MARKET At the time, most motorcycles were single cylinders, most with side valves (flat head) and BSA was no exception. By by 1926, they released a brand new OHV (OverHead Valve) 493cc single called the "Sloper" because of the sloped angle of the cylinder. It was a huge success.

ABOVE: This 1938 BSA Y13 had 749cc and was the last of a long line of V-twins designed for sidecar duty. BSA V-TWINS Side cars were a large part of the motorcycle market in those days, many English families relying on them as their primary means of transport for the whole family. Sidecar rigs needed more torque than most singles could offer, so in 1920, BSA introduced the first of their line of V-twins, this one a 986cc model with a 50-degree V (50-degrees? Why not 45?). The V-twins continued through the 1930s in various sizes and V-angles. ABOVE: The Golden Flash was BSA's first 650. This one is a 1951. Note the iron head and plunger-type rear suspension. ANOTHER VERTICAL TWIN Of course the introduction of the Triumph 500 Speed Twin in 1937 changed everything. No one had ever thought of doing a twin quite like this before.

It was narrow & light like a single (so it could fit in a single-frame), but had the power of a V-twin. BSA Motorcycles quickly started developing their own 500 vertical twin, but alas the outbreak of WWII postponed this. BSA spent the war producing over 130,000 W20 side valve motorcycles for the Allied Forces, along with lots of other stuff. And again, they emerged from the war stronger & richer than ever. ABOVE: This 1959 650 Rocket A10 was nearly the pinnacle of pre-unit BSA Twin development. Unit construction would replace it in 1962 . THE GOLDEN AGE This was really the Golden Age for BSA motorcycles. In 1946, the introduced their own 500 vertical twin, the BSA A7 , designed by genius Val Page, and just 4 years later "stretched" to a 650 in the BSA A10 . Development continued on big singles also & soon the Gold Star was reborn (a few early Gold Stars were built before the War), perhaps the most successful motorcycle in its day.

Throughout the 1950s, Gold Stars were winning races & selling like hotcakes. The BSA A7 and A10 s were also doing well & were well-respected for their smoothness & reliability. INDUSTRIAL GIANT BSA acquired Triumph in 1951 in a backroom deal with Ariel Motorcycles -owner Jack Sangster, who came along with the package. He sat on BSAs Board of Directors until the early 1960s & oversaw the stripping & selling-off of BSAs assets. By the time he retired in the early 1960s, the once-mighty BSA industrial giant was a pitiful shadow of its former self. Not only were the money & all the assets gone, but much of the talent must have left also, because BSA Motorcycles made a string of blunders that hastened its trip to the grave. ABOVE: The quintessential BSA, this 1970 A65 Lightning was the final year before the all-new Oil-in-Frame bikes arrived.

UNCERTAINTY IN THE 60's With the BSA A7 (500) and A10 (650) vertical twins doing well, they decided to completely redesign them into the 'new' unit construction mold, like Triumph had done with its 500 twin in 1959. So, in 1962, BSA introduced its all new BSA A50 (500) & A65 (650) unit-construction twins. Everyone yawned. They were ugly, had vibration problems like never before & they never sold well again (one year later, Triumph went unit-construction with its 650 twin & it was a major hit). Then, in 1963, BSA killed off its best-seller, the Gold Star , without a suitable replacement. It spent the rest of the 1960s struggling with an out-of-touch product line & never really addressed the problems. They were styled poorly, to begin with. But BSA needed to invest in new technologies if it was to survive. It needed lightweight 2-strokes to compete with all the new Enduro models pouring out of Japan . What did we get?

The BSA Bantam , a hopelessly outdated bike that looked like it belonged in the 1950s. Imagine BSA thinking that the 1968 Bantam would sell against the great 2-stroke off-road bikes being built & sold by the shipload by Yamaha , Kawasaki and Suzuki . ABOVE: 1969 BSA Rocket 3, 750cc triple. Automotive design firm Ogle styled the bikes very poorly, with "Shoebox" tank, slab-like side covers & laughable "Ray Gun" mufflers. It hurt sales badly. BSA & TRIUMPH TRIPLES Pride also got in the way, as many BSA execs resented Triumph's success & made decisions accordingly. Well ahead of the market for a change, development had started on a 750cc triple as early as 1963 (as a Triumph ) and by 1965 there were prototypes running around. The original idea was that this new 3-cylinder would be the replacement for the aging Triumph 650 vertical twin line (ie: Bonneville and TR6 ), and it would be called the Triumph Trident .

But, true to form, BSA couldn't make a decision and so the project stalled...until word came down in 1967 that Honda was soon to introduce their ground-breaking 750-Four. Suddenly BSA came to life and the project was pushed through, but not without a good dose of "BSA logic", or lack thereof. If Triumph was going to get this cool new triple, then BSA Motorcycles should have one too. But not something sensible like a simple re-badging. No, BSA wanted their own unique bike! So, a new engine had to be redesigned and tooled-up, the same as the Trident 's, an OHV inline 3-cylinder 750, but with the top end canted forward 12-degrees. Then they wanted a new frame, more like the BSA duplex frames than the Triumph's single-downtube frame. This extra work delayed introduction of both the BSA Rocket 3 and the Triumph Trident such that they only beat the Honda 750-Four to market by a few months, even though they had started on it over 5 years earlier! And the styling!! Yuck!

Instead of making them look like other Triumph and BSA motorcycles, they hired an automotive stylist called Ogle to style the bikes unlike anything else on the market. They certainly got that part right. The boxy tank and silly Ray Gun mufflers were a joke and hurt sales badly. ABOVE: 1971 A65 Lightning with oil-bearing frame. Actually a very handsome machine. Frames came painted light dove gray from the factory in 1971, but was switched back to black for 1972. OIL-IN-FRAME FISACO Another huge blunder by BSA Motorcycles was to take Triumph's very successful 650 twin line & screw it all up with a new oil-bearing frame (that no one asked for & few liked), turning that one-time top-seller into yet another marketing failure. BSA also stuffed their own 650 vertical twin engines into the oil-bearing frames & sold even fewer bikes this way than Triumph. By 1972, there were no more BSA Motorcycles. They tried their best to do the same for Triumph , but the Triumph workers revolted when they heard that BSA was closing the Meriden plant.

They took over the plant & held it hostage for 1-1/2 years until they brokered a deal to buy the ailing Triumph Motorcycles as the employee-owned Meriden Co-operative, but there was no saving Triumph. They limped along until 1983, but the handwriting was on the wall. WHAT HAPPENED? Looking back at history, with the onslaught of high-volume, low-cost, high-quality & high-tech motorcycles pouring out of Japan , BSA Motorcycles, Triumph and the entire British motorcycle industry would have needed to completely retool and more importantly, change their thinking, in the very early 1960s to have been ahead of the curve. Interestingly enough, Edward Turner, genius creator of the Triumph Speed Twin and the Ariel Square Four , traveled to Japan in 1960, spending 8 weeks there observing Japanese design and manufacturing methods. At that time, Japan was turning out nearly a million motorcycles a year! All of Britain was producing maybe one-tenth that number. What were Turner's conclusions? Who knows, because upon his return to England, it was back to business as usual, nothing changed.

By this time, Turner was on the board at BSA Motorcycles & like the rest of the company, he chose to ignore the changing times, preferring instead to live in the past & continue to rehash old designs rather than come up with fresh ones. In fact, it is said that Turner ruled with an iron hand & didn't allow any other designs to compete with his own, preferring to continually develop his ancient vertical twin, rather than start with fresh, modern designs. Financial problems can happen to any company, or any motorcycle owner for that matter, even when they least expect it. Title Max can help with unexpected expenses by offering a Title Max motorcycle title loan based on a motorcycle's value. BSA Motorcycles MODEL-BY-MODEL British motorcycle manufacturers B Last update June 6, 2003 BAC Bond Aircraft and Engineering Co, later taken over by Ellis of Leeds. Made small-scale scooters from 1951 using 99 and 122cc Villiers engines. Stopped production in 1953. Baker 1926 (27?) -30. Frank Baker was founder of Precision Motorcycles.

When it folded in 1912, he joined with industrial giant Beardmore to start Beardmore-Precision. Beardmore pulled out in 1924 and the company closed, so Baker went on to start his own company in 1926. His three firms made a range of Villiers-powered motorcycles, from 172 to 343cc (147cc-247cc?) machines, from the turn of the century to 1930, when Frank Baker finally sold out to James. Babmber 1977. Used Polish and Italian cycle components. Barter BAT Motor Company Started making motorcycles in 1902. Named after founder S. R. Batson. Taken over by the Tessier family in 1904 after Batson failed to find a good market. Nicknamed 'Best After Tests,' the reliable bikes used small de Dion engines and no pedal power. They entered two machines in the 1907 TT races, although without success. That came with later races, albeit nothing spectacular. Made the first sprung frame in 1906.

In 1908 they offered a sidecar outfit, with two powered wheels on the removable sidecar. They concentrated on twins for 1912 and managed to come in seventh in the Senior TT of 1913. Production ceased for WW1, and resumed in 1919. They took over another manufacturer, Martinsyde, in 1923, but financial problems closed the Bat-Martinsyde company in 1926. Baughan Founded by trials rider H. P. Baughan in the 1920s, first started building motorcycles in 1930 using 300cc side-valve to 500cc ohv machines (engines from Blackburne, JAP or Sturmey-Archer). Later added 250 and 350cc machines. Small production, closed in 1936. Beardmore Precision 1921-24. See Baker. Baker became involved with Beardmore in 1915, and began to develop a motorcycle for them in 1919. Beardmore pulled out after the 1924 TT race and closed production.

Beaufort 1919-23 Brockhouse 1948-55, scooters (folding Corgi scooter). Became major shareholder in Indian in ealry 1950s. Made a 250cc sidevalve sold as Indian brave, but was poorly designed and commercially unsuccessful. Superior George Brough's machines were advertised as the "Rolls Royce" of motorcycles. Expensive, and powerful, they were mostly handmade, many powered by JAP (J. A. Prestwich) engines, some by Matchless engines. The company was started by father William Brough, who built a car in 1899, using a Dion engine. He then put together a motorized tricycle and finally a motorcycle in 1902. His flat-twin bikes were very successful in sprints and hill climbs. He began making production motorcycles in 1908. George and William were initially partners in the company. George left his father's business in 1919 after an argument to begin his own company in the same city of Nottingham. He was joined by Ike Webb, who became works manager.

Brough showed his first bike, a V-twin, at the Olympia show in late 1920 and began production in 1921. His SS80 sv model was available in 1923, the SS100 from 1925. His production was mostly custom and special bikes designed for specific customer wants or needs. Brough senior continued to make motorcycles after George left, with 496cc ABC engines, later using his own flat twin Brough engines up to 810cc. He ceased production in 1926 (25?). George's high-quality machines used JAP, MAG and Matchless engines, Sturmey-Archer gearboxes and Brampton forks. Most famous of all were his SS models (the SS100 had an OHV 990cc engine, the SS80 a 998cc side-valve). The Pendine model SS100 was guaranteed to exceed 110 mph! Undoubtedly Brough's strangest bike was a 1932 four-cylinder three-wheeler powered by a modified 796cc Austin Seven automobile engine!

It also had shaft drive and was intended for sidecar use. Shortly after this, William died and George returned home to continue his production. T.E. Lawrence owned eight Broughs, all called George. He was killed on May 13, 1935, while riding George VII, an SS100. Only around 400 SS100s were ever made; about 300 powered by a JAP engine, the last 100 by a Matchless V-twin. Brough announced a new bike in 1938, the Dream, with a 900cc flat-four engine. With numerous technological advances, it promised to be an even better machine, but production was halted in 1940, just after war broke out. However, the bike wasn't forgotten in 1949 Noel Pope used an enclosed, streamlined Brough with an 8/80 JAP engine to try for a speed record on the Bonneville Salt Flats. He crashed at 150mph, ending his attempt.

Pope had already achieved a world record on a Brough at Brooklands, where he reached 124 mph in a solo and 106mph in a sidecar machine. But the record went to Eric Fernihough in 1938, who managed to reach 180mph on a Brough in Budapest, but was killed in the return lap. In 1940, Brough stopped making motorcycles to make aircraft components for the Allied war effort, but never started again after war ended. Brown 1902-19 (1901-15?) Accessory supplier, also made some of its own, small-medium-sized bikes. Brown-Bicar BSA (Birmingham Small Arms) One of the great marques, BSA actually began as a gun trades union in 1854, when 14 Birmingham gunsmiths grouped to sell arms for the Crimean War effort. In 1861 they decided to form a public company, signed the papers in 1862, and found a site on Small Heath for their factory, opening in 1863.

BSA started building bicycles in the 1880s and bicycle components, and followed with motorized bicycles in 1903. In 1907, BSA acquired parts maker Eadie Manufacturing (created by Albert Eadie, general manager of Royal Enfield). They made their first own real motorcycle in 1910, a 499cc side-valve. Model H and Model K were their pre-war singles. Production ceased during WW1 while they pursued their traditional manufacturing, making guns, but returned quickly after the war, making their first V-twins in 1919. In the early 1920s, they acquired an engineer and designer from Daimler called Harold Briggs who designed new sporting machines for them, including their popular 493cc ohv Sloper of 1928. They made their first and only two-stroke, a 175cc unit construction bike, for only one season, in 1928. BSA's famous Star series started in the 1930s with the Blue Star singles in 250, 350 and 500cc versions. The Empire Stars followed.

Val Page, formerly of Ariel, then Triumph, joined BSA to make their M-range in the late 1930s. Reliable rather than innovative, BSA sold 126,334 military M20 sv bikes to the Allied war effort, as well as munitions, shell fuses and a folding bicycle, and soon owned 67 factories. German bombs destroyed most of their original 1863 and 1915 premises, killed 53 workers and destroyed 1,600 machine tools. In the 1930s, the company boasted that one in four motorcycles on the roads in the UK was a BSA. BSA became the largest motorcycle company in the world between the wars. In 1939, the company owned 67 factories across the UK. During the war, they made 126,000 M20 motorcycles - among their other war production! They were so large that they bought Triumph in 1951. They also took over Sunbeam from AMC in 1936 (1943?) and Ariel in 1944. BSA also acquired New Hudson.

In 1946 they announced a new competition model, the 350cc B31. BSA's most famous single, the 499cc ohv DBD34 Gold Star, started production in 1931 as the Blue Star. This became the Empire Star in 1937. It was renamed after Walter Handley won a Gold Star at Brooklands that year and Val Page took over the re-design. Production of the new Gold Star began in 1938 and continued until 1963. In that time the Goldie dominated many races including the Isle of Man Clubmans TT. It was replaced with smaller singles, the 250cc C15, which later grew to 500cc. A popular BSA staple was the vertical twin. It began as the 500cc A7 in 1946, followed by the Bert Hopwood-engineered 650cc A10 in 1950 and a re-designed 500 called the Star Twin, which won the Maudes Trophy in 1952 for exceptional endurance .

These twins were replaced by the unit-construction 500cc A50 and 650cc A65 twins in 1962. The A50 had several names, including the Royal Star. The rare Rocket Gold Star of 1962 was a specially-tuned A10 with Gold Star forks, brakes and wheels. The 1965 Spitfire 650cc was a sports twin (built until 1968), followed by the A65L Lightning dual-carb version. 650cc twins stopped production in 1971, the 500cc was retained until 1972. Another popular BSA was the diminutive Bantam, based on a German DKW RT125 design. During the 1960s, the company was slow to innovate, and made several failures, including the Dandy and Beagle commuter bikes and the Ariel-3 tricycle. Profits were falling from their 1960 high of 9 million pds. In 1962, BSA followed Triumph to make unit construction twins, the A50 and A65.

In 1968 they adopted triumph's twin-leading-shoe drum brakes. The Rocket Three was BSA's triple, which appeared at the same time as Triumph's Trident, in 1969. The engine was basically a Trident, sloped at 15 degrees, but the frame was BSA's. It offered a glimmer of hope for BSA's future, but production on the Fury/Triumph Bandit broke them. Although an industrial giant, the company proved unable to compete well against the Japanese, and by 1970 they hit financial hardships. The 1971 lineup saw major makeovers, including oil-in-frame 650 twins. BSA was bought by Norton (owned by Manganese Bronze) and absorbed into the Norton-Villiers-Triumph group in 1971, which managed to design an uncomfortably high A65 Lightning at Umberslade Hall before BSA collapsed. The name was finally abandoned and production ended in 1973. The UK rights to the BSA name was acquired by the Canadian Aquilini family. BSA Co.

was sold and a US company (Bill Colquhuon's BSA Co.) used the name for Rotax-engined military bikes and Yamaha-based Bushman machines for developing nations. In 1991, Andover Norton and BSA Co. merged to create BSA Group, which was taken over in 1994 to form BSA Regal. They announced a new Gold SR using a Yamaha SR400 engine in a Gold Star styled chassis. See . Bulldog 1920. Birmingham, made horizontally-opposed engine. Burford Classic BSA Motorcycles Classic BSA Motorcycles Star-Crossed Scrambler: BSA-Velocette "VeloStar" 8/9/2016 12:00:00 AM Meet the VeloStar: a Velocette 500 single in a BSA Gold Star frame with suspension from a Husky. Yes, we’re serious.

Precious Metal: 1956 BSA Gold Star Dirt Track Racer 4/9/2015 11:40:00 AM The BSA Gold Star was a formidable racing machine from the start, dominating competition and creating an exciting reputation for its company. Best Kept Secret: 1961 BSA Super Rocket 8/15/2014 6:04:00 PM It took owner John O’Regan nearly 12 years to gather all the needed pieces to rebuild his rare BSA Super Rocket. 1957 BSA A7 Twin 4/23/2014 10:57:00 AM A 1957 BSA A7 Twin on display with other classic motorcycles at the Barber Vintage Motorsports Museum in Leeds, Alabama. 1954 BSA B34 “Alloy Clipper” 3/26/2014 2:18:00 PM A 1954 BSA B34 “Alloy Clipper” on display with other classic motorcycles at the Barber Vintage Motorsports Museum in Leeds, Alabama.

Hot Rod: BSA Spitfire Mark III 8/5/2013 5:23:00 PM In the 1960s, BSA was known for flash bikes with bright colors and lots of chrome — but the BSA Spitfire proves there was more to the English import than just shine. 1953 BSA Bantam 7/24/2013 3:38:00 PM A 1953 BSA Bantam on display with other classic motorcycles at the Barber Vintage Motorsports Museum in Leeds, Alabama. BSA Victor Issues 4/15/2013 4:46:54 PM Motorcycle Classics’ tech expert Keith Fellenstein looks at a detonation/pre-ignition condition in a BSA Victor after setting the points gap. 2/7/2013 11:40:41 AM Motorcycle Classics’ tech expert Keith Fellenstein solves a leaking carburetor issue in a 1970 BSA Victor Special.

1939 BSA B12 Sports 1/9/2013 12:56:00 PM A BSA B12 Sports model on display with other classic motorcycles at the Barber Vintage Motorsports Museum in Leeds, Alabama. BSA MC1 250 Racer 10/8/2012 11:39:00 AM Alan Cathcart wonders what might have been had BSA followed through and raced its unusual twin cam MC1 250cc single. New Rules: 1971 BSA A70L 750 Lightning 10/5/2012 4:29:07 PM A last gasp model from a dying motorcycle manufacturer, the BSA A70L 750 Lightning was too little, too late.

Avon Tyres Contributes to Military Bike Giveaway in Support of Re-Cycle for the Troops 8/7/2012 2:06:06 PM Avon Motorcycle Tyres North America (Avon Tyres) has contributed tires to a custom-built military-themed 1967 BSA Lightning built by Bryan Nikkel and Justin Bailey of Darwin Motorcycles/Brass Balls Bobbers for Re-Cycle for the Troops. Classic Motorcycle Racing on a BSA Gold Star 7/16/2012 4:34:33 PM Jeffery Lane shares photos and a story from his father's flat track racing days on a BSA Gold Star in the Fifties. 1948 BSA A7 Sidecar Rig 10/7/2011 9:45:32 AM Wayne Dowler became resourceful and added a sidecar rig to his 1948 BSA A7 when his family expanded, instead of giving up the motorcycle life completely.

The Past and Present of BSA Gold Star Racing 8/16/2011 10:41:07 AM From dirt track racing in the 1950s to contemporary racing circuits, BSA Gold Star racing is still popular. 1962 BSA Gold Star DBD34 8/16/2011 9:06:00 AM It was an anomaly for a company whose bread and butter was in workhorse street bikes, but the BSA Gold Star was one of the most successful racing bikes of the 1950s. 1962 BSA A50 Royal Star 6/28/2011 11:36:00 AM The BSA A50 Royal Star was born In 1962 when BSA announced the arrival of new unit-construction engines available in the 500cc A50 and the bored-out 650cc A65.

Found on eBay: 1968 BSA Firebird Scrambler 6/14/2011 10:38:14 AM Though this BSA sounds like it needs a little tuning to be ready for the road, it appears to be in fine original condition. The Firebird Scrambler debuted in 1968 with both high exhaust pipes and lights, and it sold reasonably well. Found on eBay: 1963 BSA Thunderbolt 11/3/2009 3:24:08 PM Wandering through the expanse that is eBay, many things caught our eye this week, but we kept coming back to what looks like a great original, useable classic, this 1963 BSA Thunderbolt. 1967 BSA Hornet 10/7/2009 9:19:00 AM Birmingham Small Arms Company rode the wave of off-road motorcycle racing popularity when it released the 1967 BSA Hornet.

The BSA 441 Shooting Star 8/3/2009 4:40:44 PM It’s hard to believe the single-cylinder BSA 441 Shooting Star was actually described by a period magazine as a “touring mount.” 1971 BSA Rocket 3 8/3/2009 2:15:59 PM The history of the BSA Rocket 3 is an excellent example of how the British motorcycle industry put itself out of business. BSA Firebird Scrambler 7/28/2009 12:24:37 PM 1968 saw the introduction of the BSA Firebird Scrambler, BSA's latest — and arguably best — variation on the dual-sport motorcycle theme. Found on eBay: Steve McQueen's 1951 BSA C11 11/11/2008 12:50:44 PM It's not every day you come across a bike on eBay that was owned by Steve McQueen.

The bike, a 1951 BSA C11, comes with a signed title in Barbara McQueen's name. Found on eBay: Restored 1969 BSA Rocket III 8/25/2008 11:28:35 AM This week's find is another British favorite: a BSA Rocket III. Introduced in 1968, the 750cc, 125mph three-cylinder Rocket III was crucial to BSA. Found on eBay: 1969 BSA Rocket III 4/23/2008 3:47:11 PM It’s not everyday you find an old motorcycle in perfect original condition, and it’s even less common to find one that’s never even been started. BSA motorcycles ever made. BSA motorcycles Specs, pictures and rating of all BSA motorcycles ever made All BSA motorcycles ever made. You can have the bike list sorted by year or model name . Click on a model name to see technical specifications, pictures, ratings, discussions, reviews, etc. You can also sell or buy these motorcycles through our efficient Bikez.biz Free Motorcycle Classifieds .

Please tell us about any model not included, preferably with specifications. We would also be grateful for submission of photos where such are missing. BSA Motorcycles for Sale, BSA Motorcycles Wanted. New/Used, UK BSA Gold Star DBD 34 500 1957, The BSA has been subject to a full nut and bolt restoration that was carried out by a Gold Star expert . Less than 500 miles have been covered since the restoration. It ..... £22550 BSA Spares Parts - Inverted Lever Brake Clutch 7/8" Handle Inverted Lever Brake Exporter from Delhi BSA Spares Parts Buy Requirement Save time and let us provide you with verified contacts Specifications: (Detailed information will get you accurate responses) Please enter Please select Unit for Quantity Select Unit Provide any specific details about : 'Product/Service required', 'Quality', 'Standard', 'Size' etc...

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Question: Which British motor cycle manufacturer made the A65 Star
Answer: BSA